JP5422702B2 - Vehicle display device - Google Patents

Description

  The present invention relates to a display device for a vehicle that displays acceleration generated in the vehicle (acceleration applied to the vehicle) on a display.

  Conventionally, a display device for a vehicle that displays an acceleration generated in the vehicle on a display has been proposed.

  Patent Document 1 discloses a vehicle display device that simultaneously displays accelerations generated in two directions, ie, a front-rear direction and a left-right direction of a vehicle, detected by an acceleration sensor, along with the directions, on a display. (FIG. 4 of patent document 1). In this vehicle display device, when the detected acceleration is larger than the threshold, the driver is alerted by a buzzer sound ([0031] of Patent Document 1). ).

  In Patent Document 2, the magnitude of acceleration detected by an acceleration sensor is displayed on a display as a bar graph, and when the detected magnitude of acceleration is equal to or greater than a threshold value (reference value), the bar graph is displayed in red. A display device for a vehicle is disclosed that alerts the driver by displaying on a section, displaying a warning character, or outputting a voice message (Patent Document 2 [0015]).

JP 2005-265800 A JP-A-11-281626

  However, even if a user such as a driver is alerted by sound, display, etc., there is a problem that if the magnitude of acceleration generated in the vehicle exceeds a threshold value, it is not possible to understand what is the problem, There is room for improvement.

  In addition, in the vehicle display devices proposed in Patent Documents 1 and 2, a threshold value for the magnitude of acceleration that outputs a warning to call attention is fixed. With the fixed threshold value, for example, a road surface condition (road surface) It has been found by the inventors of the present application that the threshold value does not become an appropriate value depending on the slipperiness of the vehicle (or the like) or the situation of the vehicle (when turning, etc.).

  The inventors of this application are that a recent vehicle is provided with a slip prevention control unit that detects slipping of a wheel with respect to a road surface and generates braking force on the wheel in order to prevent the slipping. Pay attention.

  As the anti-slip control unit, a skid prevention device {ESC (Electronic Stability Control) device that prevents a skid of the vehicle is referred to. }.

  In recent ESC devices, in addition to the ESC control function that prevents the vehicle from slipping when the vehicle turns, ABS (Antilocked Braking System) that prevents wheel locks that occur when braking suddenly or braking on a slippery road surface is used. It also has a control function and a TCS (Traction Control System) control function that suppresses idling of driving wheels during start-up and acceleration to ensure vehicle stability during start-up and acceleration during acceleration.

  In other words, the ESC device intermittently activates the brakes of each of the four-wheel wheels when it determines that the vehicle behavior is in a limit state based on the detected value of the vehicle state due to the occurrence of wheel slip or vehicle side slip. Thus, the braking force is generated on the wheels by the ABS control function and the TCS control function in addition to the ESC control function, and the behavior of the vehicle is stabilized.

  The present invention has been made in consideration of the vehicle to which the above-described problems and the technology (anti-slip control technology) related to the recent ESC device (which realizes the ESC control function, the ABS control function, and the TCS control function) are applied. A vehicle capable of notifying a user that a vehicle behavior limit state has occurred and / or enabling the user to understand (predictably to some extent) the operability of the anti-slip control unit of the vehicle. An object of the present invention is to provide a display device for use.

  The vehicle display device according to the present invention detects a slip of a wheel with respect to a road surface and displays an acceleration generated in a vehicle provided with a slip prevention control unit that generates a braking force on the wheel to prevent the slip. The vehicle display device includes: an acceleration sensor that detects acceleration generated in the vehicle; and a display unit that displays the magnitude of the acceleration, wherein the display unit detects the magnitude of the acceleration detected by the acceleration sensor. And the magnitude of the acceleration detected by the acceleration sensor when the anti-slip control unit generates the braking force on the wheel.

  According to this invention, the display unit displays the magnitude of the acceleration detected by the acceleration sensor, and the magnitude of the acceleration detected by the acceleration sensor when the anti-slip control unit generates a braking force on the wheel. Therefore, it is possible to let a user such as a driver understand the magnitude of acceleration at which the slip prevention control unit is operated in a feedback manner. That is, it is possible to notify the user that a vehicle behavior limit state has occurred. The user determines the magnitude of acceleration detected by the acceleration sensor (acceleration of the vehicle currently running) and the magnitude of acceleration when the anti-slip control unit generates braking force on the wheels (past acceleration). Therefore, the possibility that the anti-slip control unit operates can be understood (predicted to some extent). That is, although the limit acceleration of the vehicle changes variously depending on the friction between the road surface and the wheels, the anti-slip control unit feeds back the acceleration generated by the braking force to the wheels (the anti-slip control unit is activated) to the user. Thus, the user can understand the limit performance of the vehicle.

  In this case, the display unit displays the magnitude of the acceleration detected by the acceleration sensor on a predetermined scale, and the anti-slip control unit generates the braking force on the wheel. It is preferable that the magnitude of the acceleration detected by the acceleration sensor is displayed on the predetermined scale.

  On the same scale, the magnitude of acceleration when the anti-slip control unit was activated in the past and the current acceleration level are displayed together, so the user can determine how fast the anti-slip control unit will operate. Can be understood (expected to some extent).

  In addition, the storage unit stores a magnitude of the acceleration detected by the acceleration sensor when the anti-slip control unit generates the braking force on the wheel, and the display unit is stored in the storage unit. Preferably, a predetermined number of acceleration magnitudes are displayed on the predetermined scale.

  There are various conditions (boundary lines) for which the magnitude of acceleration becomes a predetermined value for each vehicle behavior, user driving operation, and road surface condition, but in the past each of the magnitudes of acceleration at which the anti-slip control unit was activated ( By understanding (multiple accelerations), the user can understand the boundary line. For example, the user can understand that the magnitude of the acceleration of the vehicle on which the anti-slip control unit operates is different depending on the road surface condition (for example, ease of slipping) and the vehicle condition (for example, whether or not the vehicle is turning) As a result, it is possible to experience and experience the limit performance and limit behavior of the vehicle (when the anti-slip control unit is activated) and to understand (predict to some extent) the possibility that the anti-slip control unit operates.

  In this case, the display unit displays the direction and magnitude of the acceleration detected by the acceleration sensor on the predetermined scale, and the anti-slip control unit generates the braking force on the wheel. It is preferable that the direction and magnitude of the acceleration detected by the acceleration sensor are displayed on the predetermined scale.

  According to the present invention, since the direction and the size are displayed, the user can understand how much the acceleration is applied when the turning is performed and the anti-slip control unit works.

  Further, the vehicle display device according to the present invention detects the slip of the wheel with respect to the road surface, and displays the acceleration generated in the vehicle provided with the anti-slip control unit for generating a braking force on the wheel in order to prevent the slip. In the vehicular display device, an acceleration sensor that detects acceleration generated in the vehicle, a display unit that displays a magnitude of the acceleration detected by the acceleration sensor, and a slip prevention control unit that controls the wheel. A storage unit that stores the magnitude of the acceleration detected by the acceleration sensor when power is generated, and the display unit displays the magnitude of the acceleration detected by the acceleration sensor. The magnitude of acceleration detected by the acceleration sensor when the anti-slip control unit generates the braking force on the wheel based on the magnitude of acceleration stored in the storage unit Characterized in that it displayed.

  As described above, there are various boundary lines where the magnitude of the acceleration is a predetermined value for each vehicle, user operation, or road surface, but the acceleration when the anti-slip control unit generates braking force on the wheels in the past. , That is, the magnitude of acceleration detected by the acceleration sensor when the anti-slip control section generates the braking force on the wheel based on the magnitude of acceleration when the anti-slip control section is activated. Therefore, the operation of the anti-slip control unit can be predicted to some extent, and the limit performance and limit behavior of the vehicle can be understood.

  In this case, the host vehicle and the other vehicle include the slip prevention control unit, the acceleration sensor, the display unit, and the storage unit, and the host vehicle stores the slip stored in the storage unit of the other vehicle. The vehicle controller includes an other vehicle information acquisition unit that acquires the magnitude of the acceleration detected by the acceleration sensor when the prevention control unit generates the braking force on the wheel, and the acquired by the other vehicle information acquisition unit. It is preferable to display the magnitude of acceleration on the display unit.

  According to this invention, since the magnitude of acceleration based on the operation history of the anti-slip control unit of the other vehicle is displayed on the display unit of the own vehicle, the prediction accuracy of the operation of the anti-slip control unit of the own vehicle is improved. Can be made.

  According to this invention, the display unit displays the magnitude of the acceleration detected by the acceleration sensor, and the magnitude of the acceleration detected by the acceleration sensor when the anti-slip control unit generates a braking force on the wheel. The user can understand the acceleration at which the slip prevention control unit is operated in a feedback manner. For this reason, the user can understand that the limit state (limit performance / limit behavior) of the vehicle behavior has occurred, and can understand (predict to some extent) the operability of the anti-slip control unit of the vehicle.

1 is a schematic block configuration diagram of a vehicle in which a vehicle display device according to an embodiment of the present invention is incorporated. It is explanatory drawing of the screen display which concerns on 1st Example (1st display mode). It is explanatory drawing of the screen display which concerns on 2nd Example (2nd display mode). It is explanatory drawing of the screen display which concerns on 3rd Example (3rd display mode). It is explanatory drawing of the example of how to express the present G point and a current history. It is explanatory drawing of the example of how to emphasize the operating point at the time of ESC operation. FIG. 7A is a time chart showing the operation and non-operation of the ESC operation, and FIG. 7B is an explanatory diagram of an example of how to display the point G at the time of operation and non-operation of the ESC operation. It is explanatory drawing of the screen display which concerns on the modification of 3rd Example (3rd display mode). It is a typical block block diagram of the vehicle in which the display apparatus for vehicles which concerns on other embodiment of this invention was integrated. It is explanatory drawing of the screen display which concerns on 4th Example (4th display mode).

  Embodiments of the present invention will be described below with reference to the drawings.

[Embodiment]
FIG. 1 shows a schematic block configuration of a vehicle 12 incorporating a vehicle display device 10 according to an embodiment of the present invention.

  The vehicle 12 basically includes a display ECU (Electronic Control Unit) 14, a display 22, an ESC / ECU 16 as an anti-slip control unit (anti-slip control means), and four-wheel wheels. 18, a hydraulic control device 20, and an acceleration sensor 24.

  A display unit (display means) 26 is configured by the display ECU 14 and the display 22, and the vehicle display device 10 is configured by the display unit 26 and the acceleration sensor 24. In this embodiment, a head-up display (referred to as HUD) that displays information on the front windshield is used as the display 22, but in addition to the HUD, a display or instrument panel for a navigation device is used. You can use the above multi-information display.

  Each of the display ECU 14 and the ESC / ECU 16 functions as various functional units (various functional means) realized by a CPU (central processing unit) executing a program stored in a memory (storage unit). In the embodiment, the display ECU 14 functions as a display control unit (display control unit) 30 and a storage unit (storage unit) 32, and the ESC / ECU 16 includes an ESC control unit (ESC control unit) 40 and a vehicle state detection unit (vehicle). It functions as a state detection means).

  The acceleration sensor 24 is composed of a biaxial acceleration sensor, detects the magnitude Ap of acceleration generated in the vehicle 12 in the front-rear direction and the left-right direction, and outputs the detected magnitude Ap to the vehicle state detection unit 42 and the display control unit 30. That is, the acceleration sensor 24 can detect the magnitude Ap and direction of the acceleration generated in the vehicle 12 (the direction of the combined vector of the longitudinal acceleration magnitude vector and the lateral acceleration magnitude vector).

  The vehicle state detection unit 42 detects each wheel speed from the wheel speed sensor 44 that detects the wheel speeds of the four wheels 18 in addition to the acceleration magnitude Ap and the acceleration direction supplied from the acceleration sensor 24. Detect speed. The vehicle state detection unit 42 also detects a yaw rate from a yaw rate sensor (not shown), a steering angle from a steering angle sensor (not shown), an accelerator opening degree from an accelerator opening sensor (not shown), and the like.

  The vehicle state detection unit 42 supplies detected values of these vehicle states to the ESC control unit 40.

  When the ESC control unit 40 determines that the vehicle behavior is in a limit state from the occurrence of slipping of the wheels 18 or side slipping of the vehicle 12 in a known manner based on the detected value of the vehicle state, the hydraulic control device 20 In this manner, the brake actuators 46 of the four-wheel wheels 18 are intermittently operated, thereby narrowly defining the ESC control function {the control function of side slip that is the ESC control function in the narrow sense is referred to as a VSA (Vehicle Stability Assist) control function. . }, An ESC control function including an ABS control function and a TCS control function (also called an ESC control function in a broad sense) is executed (actuated). When the ESC control function in a broad sense is activated, a braking force is generated on the wheel 18 and the behavior of the vehicle 12 is stabilized.

  In the following description, for convenience of understanding, as described above, the ESC control function is used to include all of the VSA control function, the ABS control function, and the TCS control function. A certain skid control function is referred to as a VSA control function.

  The magnitude of the acceleration detected when the ESC / ECU 16 (ESC control unit 40) activates the ESC control function and generates a braking force on the wheel 18 (the magnitude of this acceleration is the magnitude Ae or acceleration). Ae) is taken into the display control unit 30 from the acceleration sensor 24 and is stored in the storage unit 32 in time series (as history), and is generated in the vehicle 12 in the display control unit 30 ( The magnitude of acceleration (currently occurring in the vehicle 12) (this magnitude of acceleration is referred to as Ap or acceleration Ap) is taken in (detected) every sampling time.

Here, the display 22 displays the acceleration magnitude Ap (currently referred to as G point) currently detected by the acceleration sensor 24 through the display control unit 30 and ESC / ESC 16 (ESC control unit 40). , The magnitude of acceleration Ae (referred to as past operation G point) when the braking force is generated on the wheel 18 is displayed. Note that 1G represents 9.8 [m / s ² ].

  Hereinafter, various display modes of the current G point (acceleration Ap) and the past operation G point (acceleration Ae) on the display 22 by the display unit 26 will be described.

[First embodiment]
FIG. 2 shows the display of the screen (image) 51 of the first embodiment (first display mode) displayed on the display 22. The current acceleration magnitude Ap (Ap = 0.2 [G] in FIG. 2) as the current G point 200 is displayed at the lower left of the screen 51, and the past operation G point of the ESC control unit 40 is displayed at the upper right. 300 is displayed as the acceleration magnitude Ae (Ae = 0.5 [G] in FIG. 2) when the ESC control unit 40 has been operated in the past. The acceleration magnitude Ae of the past operation G point 300 is stored in the storage unit 32.

  Thus, when the acceleration magnitude Ap (current G point 200) detected by the acceleration sensor 24 and the ESC control unit 40 generates a braking force on the wheel 18 (the ESC control unit 40 is activated). Since the acceleration magnitude Ae (past operation G point 300) detected by the acceleration sensor 24 is displayed on the screen, the user can understand (predict to some extent) the possibility that the ESC control unit 40 operates from these values. . That is, it can be understood that the ESC control unit 40 may operate when the current acceleration magnitude Ap approaches the acceleration Ae indicated by the past operation G point 300.

  2, the current acceleration Ap of the current G point 200 is updated every 100 [ms] (the acceleration is detected every 10 [ms] and 100 [ms]. 10 acceleration data are averaged every time, and the average value is displayed as the magnitude of the current acceleration Ap.) Thus, in the normal case, the current acceleration magnitude Ap currently displayed as the G point 200 may change from moment to moment, but the acceleration magnitude Ae displayed as the past actuation G point. Does not change unless the ESC control unit 40 is activated. The detection interval of the magnitude of acceleration by the acceleration sensor 24 and the parameter of the average value can be appropriately changed.

  The configuration and operational effects of the first embodiment described with reference to FIG. 2 will be described in more detail. The display control unit 30 constituting the display unit 26 determines the magnitude of acceleration Ap detected by the acceleration sensor 24 at present. The acceleration magnitude Ae detected by the acceleration sensor 24 when the ESC control unit 40 serving as the anti-slip control unit generates a braking force on the wheel 18 through the hydraulic control device 20 and the brake actuator 46. Is displayed as the past operation G point 300, so that a user such as a driver can understand the magnitude of acceleration Ae at which the ESC control unit 40 is operated in a feedback manner. That is, it is possible to notify the user that the limit state of the vehicle behavior has occurred in the past with the acceleration magnitude Ae = 0.5 [G]. For this reason, the user determines that the acceleration Ap currently detected by the acceleration sensor 24 (the acceleration currently being traveled, 0.2 [G] in FIG. 2), and the ESC control unit 40 operates the wheel 18. Since the magnitude of acceleration Ae (the magnitude of past acceleration, 0.5 [G] in FIG. 2) when the braking force is generated can be compared, the ESC control unit 40 can operate. Can understand (some expectation) sex.

  In other words, the display unit 26 includes the acceleration sensor 24 when the ESC control unit 40 next generates a braking force on the wheel 18 based on the magnitude of acceleration Ae when the ESC control unit 40 has been operated in the past. Since the detected magnitude of acceleration Ap (Ap≈Ae) is displayed, the user can predict the operation of the ESC control unit 40 to some extent, and understand the limit performance and limit behavior of the vehicle 12.

[Second Embodiment]
FIG. 3 shows the display of the screen (image) 52 of the second embodiment (second display mode) displayed on the display 22.

  The screen 52 displays a scale 100 that is a predetermined scale in which rectangular frames are continuously provided in the vertical direction every 0.05 [G]. On this scale 100, the current acceleration magnitude Ap is displayed as the current G point 202 by light emission (shown by hatching) from the bottom to the fourth frame (Ap = 0.2 in FIG. 3). [G]), the acceleration magnitude Ae at which the ESC control unit 40 has operated in the past is, for example, the previous acceleration magnitude Ae = Ae2 = 0.65 [G], and the acceleration magnitude Ae = Ae1 = 0 in the previous time. .5 [G] are displayed as past operation G points 302 and 304.

  According to the second embodiment, the magnitudes of accelerations Ae1 and Ae2 and the current magnitude of acceleration Ap when the ESC control unit 40 has operated in the past on the scale 100, which is the same predetermined scale, are present. Since the G point 202 and the past operation G points 302 and 304 are displayed at the same time, it is possible to instantaneously understand (predict to some extent) how much the acceleration magnitudes Ap and Ae operate. In addition, the user can learn.

[Third embodiment]
FIG. 4 shows the display of the screen (image) 53 of the third embodiment (third display mode) displayed on the display 22.

  On the screen 53, for example, the acceleration scale 102 (the same predetermined scale) is displayed in a concentric circle with a broken line.

  On the screen 53, the axis above the origin O (corresponding to the front-rear direction of the vehicle 12) is the deceleration axis and is related to the ABS control function for preventing brake lock. The axis below the origin O (corresponding to the longitudinal direction of the vehicle 12) is the acceleration axis, and is related to the TCS control function for preventing wheel spin (tire idling). The axis in the left-right direction of the origin O (corresponding to the left-right direction of the vehicle 12) is related to the VSA control function related to skid prevention that prevents oversteer / understeer.

  On this scale 102, the acceleration Ap is displayed as the current G point 206, and the magnitude Ap of the acceleration several seconds before the present is continuously displayed as the current history Ge. More specifically, an average of 10 latest (current) acceleration magnitudes Ap obtained in a cycle of 10 [ms] is displayed as one acceleration magnitude Ap (current G point 206), and this current G The change (trajectory) of the current G point 206 during the past 3000 [ms] is displayed as the current history Ge continuously displayed on the point 206.

  Further, on the same scale 102, acceleration magnitudes Ae11, Ae12, Ae13 and directions when the ESC control unit 40 has operated in the past are all displayed as past operation G points 306, 307, 308. That is, as the number of G points (predetermined number) displayed on one screen of the screen 53, the current history Ge (29 points) subsequent to the current G point 206 (1 point) of the acceleration magnitude Ap is past recorded. The number of past operation G points 306, 307, and 308 (3 points) in which the ESC control unit 40 has been operated is added (33 points in the example of FIG. 4). The number of displays is merely an example, and can be changed and set in consideration of the size of the display 22 and ease of viewing.

  According to the third embodiment, there are various conditions (boundary lines) where the acceleration magnitude Ap becomes a predetermined value for each behavior of the vehicle 12, the driving operation of the user, and the road surface condition, but in the past, the ESC control unit By understanding the magnitudes of acceleration Ae11 to Ae13 at which 40 is operated from the past operation G points 306 to 308, the user can understand the boundary line at which the ESC control unit 40 is operated. For example, the user has different acceleration magnitudes Ap (Ae) of the vehicle 12 in which the ESC control unit 40 operates according to road surface conditions (for example, ease of slipping) and vehicle conditions (for example, whether or not the vehicle is turning). As a result, it is possible to experience and experience the limit performance and limit behavior of the vehicle 12 (when the ESC control unit 40 is activated), and the possibility that the ESC control unit 40 is activated (acceleration magnitude Ap). ) Can be understood (to some extent).

  In addition to the acceleration magnitudes Ap and Ae, the direction of the acceleration is also displayed. For example, if the user gives the acceleration magnitude Ap when turning at what steering angle, Whether the ESC control unit 40 is activated, in other words, the limit behavior of the vehicle 12 can be understood.

  FIG. 5 is an explanatory diagram showing an example of how to express the acceleration magnitude Ap (current G point) of the current G point 206 and the current history Ge in the screen 53 of FIG. 4, and FIG. It is explanatory drawing about the example of how to express the magnitude | size Ae of the acceleration of past operation | movement G points 306-308 when the ESC control part 40 act | operated in the past.

  7A is a time chart showing an example of operation (ON) and non-operation (OFF) of the ESC control unit 40, and FIG. 7B shows how to display the acceleration magnitude Ap (current G point 212) at that time. It is explanatory drawing of an example, and explanatory drawing of the method of a display of the magnitude | size Ae (past operating G point 312) of the acceleration which the ESC control part 40 act | operated.

  FIG. 8 shows the current G point 214 and current history Ge representing the magnitude of acceleration Ap and the past operation G point 314, 315, 316 of the ESC control unit 40 according to a modification of the third embodiment shown in FIG. 3A shows a screen 54 of a display example of 317 (acceleration Ae21, Ae22, Ae23, Ae24).

  As shown in FIG. 5, with respect to the display of the current G point (latest G point) 206 of the latest acceleration magnitude Ap detected by the acceleration sensor 24, the current G point (acceleration magnitude Ap) 206 is set as follows. In order to show it as a moving locus, the current history Ge other than the current G point 206 (other than the latest G point) is displayed in a transparent display, a size change display, or a color change display (see FIGS. 4 and 8).

  As shown in FIG. 6, among the past operation G points 306 to 308 (314 to 317) of the ESC control unit 40, the latest past operation G point (latest point) 306 (317) is displayed most prominently, and the past Past operation G points 307 and 308 (314 to 316) other than the operation G point (latest point) 306 (317) are set as a transparent display and a size / shape / color change display {see FIG. 4 (FIG. 8)}. .

  In the example of the representation method of FIG. 5, the display of the current history Ge other than the current G point 206 which is the latest G point uses the display method (transparency, size change, color change) shown in FIG. To differentiate from the current G point 206.

  In the example of the expression method of FIG. 6, the display of past operation G points 307 and 308 (314 to 316) other than the latest operation G point 306 (317) which is the latest point is the display method shown in FIG. The past operation G point 306 (317) which is the latest point is differentiated and displayed by making full use of transparency, shape, size, color change).

  In the example of the screen 54 of FIG. 8, in the state where the scale 104 is displayed, the accelerations Ae21 to Ae24 and directions when the ESC control unit 40 has been operated in the past are displayed as past operation G points 314 to 317. The past control G points 314 to 317 are controlled by the display control unit 30 so as not to disappear even after the display period of 3 seconds of the current history Ge. When an ignition switch (not shown) is turned off and when the screen of the head-up display is switched to another display, it may be reset once through the display control unit 30.

  When the past operation G points 314 to 317 of the ESC control unit 40 exceed the maximum display points (maximum storage points) determined by the display size of the display 22 without resetting, the first-in first-out method (the older past operation G points) The display may be updated in step 314.).

[Other Embodiments]
[Fourth embodiment]
FIG. 9 shows a schematic block configuration of a vehicle 12 incorporating a vehicle display device 10A according to another embodiment of the present invention.

  FIG. 10 is an explanatory diagram of screen display according to the fourth embodiment (fourth display mode).

In FIGS. 9 and 10, the same reference numerals or the same reference numerals are added to the components corresponding to those shown in FIGS. 1 and 4, and detailed description thereof is omitted.

  In the vehicle display device 10 </ b> A shown in FIG. 9, the display ECU 14 </ b> A further includes an estimation unit (estimation unit, prediction unit, or prediction unit) 62 connected to the storage unit 32 and the display control unit 30. The estimation unit 62 may be configured integrally with the display control unit 30.

  The estimation auxiliary information output unit (estimation auxiliary information output means) 60 is connected to the estimation unit 62 and the display control unit 30. The estimation unit 62 is, for example, based on the estimation auxiliary information output from the estimation auxiliary information output unit 60, the past operation history of the ESC control unit 40 with the auxiliary estimation information stored in the storage unit 32 (referred to as ESC operation history). )), The possibility of operation of the ESC control unit 40 is estimated, and when it is determined that the possibility of operation is high, the acceleration range indicating the operation possibility (for example, the annular range 400 shown in FIG. 10). Is displayed to the display control unit 30.

  Note that the range of acceleration representing the operability varies depending on the position of the center of gravity of the vehicle 12 and the weight distribution of the vehicle 12, so that the range of the acceleration is not limited to the true circular range 400 (annular). An annular range such as an annular shape, a triangular annular shape, a square annular shape, etc. In FIG. 10, the annular range 400 is depicted as a wide annular range 400, but may be an annular range (annular threshold, annular) formed by lines (lines) having no width.

  The estimated auxiliary information output unit 60 includes a rain sensor 60a, a GPS device (a position detection device on the map of the vehicle 12) 60b, a TPMS (Tire Pressure Monitoring System: a system that constantly monitors the tire pressure of an automobile), or a device 60c. And a server 60d connected through a communication line.

  When the estimation auxiliary information output unit 60 is the rain sensor 60a, the estimation unit 62 has a correlation between the rainfall detected by the rain sensor 60a provided on the front windshield of the vehicle 12 and the road surface μ (friction coefficient). Predicted to be present, approximates the current output of the rain sensor 60a, acceleration magnitudes Ae11, Ae12, Ae13 and past operating history (coordinates) when the ESC control unit 40 has operated in the past, that is, ESC operating history Is retrieved from the storage unit 32.

  On the screen 53A that will be activated when the estimation unit 62 estimates that the ESC control unit 40 will operate from the rain amount of the rain sensor 60a stored in association with the storage unit 32 and the ESC operation history. For example, as shown in FIG. 10, the position (acceleration range) is displayed as an annular range 400 (estimated annular range, predicted annular range), so that the display control unit 30 is notified of the shape and size of the annular range 400. .

  The display control unit 30 displays an annular range 400 (color is, for example, an orange to call attention) corresponding to this notification on the screen 53A.

  On the screen 53A according to the fourth embodiment, acceleration magnitudes Ae11, Ae12, Ae13 and an action history (ESC action history) when the ESC control unit 40 has been operated in the past are not displayed.

  As shown in FIG. 10, on the screen 53A, the acceleration magnitude Ap (current G point) of the current G point 206, the current history Ge, the estimation unit 62, and the ESC control unit 40 will operate. An annular range 400 that is an estimated position when estimated is displayed. From these displays, a user such as a driver can recognize that the operability of the ESC control unit 40 is high when the magnitude Ap of the acceleration at the current point G 206 increases to the magnitude of the acceleration in the annular range 400. .

  Next, in the case where the estimation auxiliary information output unit 60 is the GPS device 60b, considering that there is a road with a low μ on the road surface depending on the location, the estimation unit 62 is determined by the GPS device 60b mounted on the vehicle 12. It is possible to predict the operation of the ESC control unit 40 from the detected position information on the map of the current vehicle 12 and the past ESC operation history stored in the storage unit 32 and display the corresponding annular range 400. it can.

  When the estimated auxiliary information output unit 60 is the TPMS device 60c, the estimating unit 62 considers the current tire pressure received by the display control unit 30 from the TPMS device 60c and the past ESC operation history, and the ESC control unit 40. The annular range 400 can be displayed by predicting the operation of.

  Furthermore, when the guess auxiliary information output unit 60 uses the server 60d connected to other vehicles through the network, the server 60d has the ESC operation history related to the rain sensor 60a and the ESC related to the GPS device 60b for each vehicle type. By managing the operation history and the ESC operation history related to the TPMS device 60c, it is assumed that the ESC operation history of the ESC control unit 40 of the vehicle 12 that is the host vehicle functions as the other vehicle information acquisition unit 64 The unit 62 and the display control unit 30 can display the annular range 400 by predicting the operation of the ESC control unit 40 of the vehicle 12 by referring to the operation status of other vehicles of the same vehicle type. Thus, by using the ESC operation history information of another vehicle having the same function as the vehicle 12 shown in FIG. 9, it is naturally expected that the prediction accuracy is improved.

  In addition, this invention is not restricted to the above-mentioned embodiment, Based on the description content of this specification, for example, the other vehicle information acquisition part 64 is obtained from the guess auxiliary information output part 60, The ESC control part 40 of the said other vehicle In the screen (image) 53 of the third embodiment (third display mode) described with reference to FIG. 4, the past operation G points 306 and 307 of the vehicle 12 that is the host vehicle are referred to. When 308 (ESC operation history) does not exist, various configurations such as displaying the ESC operation history of the other vehicle similar to the vehicle 12 on the screen 53 of FIG. Of course it can be taken.

DESCRIPTION OF SYMBOLS 10, 10A ... Display apparatus for vehicles 12 ... Vehicle 14, 14A ... ECU for display 16 ... ESC / ECU
DESCRIPTION OF SYMBOLS 18 ... Wheel 20 ... Hydraulic control apparatus 22 ... Display device 24 ... Acceleration sensor 26 ... Display part 30 ... Display control part (display control means)
32 ... Storage unit 40 ... ESC control unit (ESC control means)
DESCRIPTION OF SYMBOLS 42 ... Vehicle state detection part 44 ... Wheel speed sensor 46 ... Brake actuator 60 ... Presumption auxiliary information output part 62 ... Presumption part 64 ... Other vehicle information acquisition part

Claims (6)

In a vehicle display device that detects slippage of a wheel with respect to a road surface and displays an acceleration generated in a vehicle provided with a slip prevention control unit that generates a braking force on the wheel to prevent the slip.
An acceleration sensor for detecting acceleration generated in the vehicle;
A display unit for displaying the magnitude of the acceleration,
The display unit
Displaying the magnitude of the acceleration detected by the acceleration sensor and displaying the magnitude of the acceleration detected by the acceleration sensor when the anti-slip control unit generates the braking force on the wheel. A display device for vehicles. The vehicle display device according to claim 1,
The display unit
The magnitude of the acceleration detected by the acceleration sensor is displayed on a predetermined scale, and the acceleration detected by the acceleration sensor when the anti-slip control unit generates the braking force on the wheel is displayed. A vehicle display device that displays the size on the predetermined scale. The vehicle display device according to claim 2,
A storage unit for storing the magnitude of the acceleration detected by the acceleration sensor when the anti-slip control unit generates the braking force on the wheel;
The display unit
The vehicle display device, wherein a predetermined number of magnitudes of the acceleration stored in the storage unit are displayed on the predetermined scale. The vehicle display device according to claim 3,
The display unit
The direction and magnitude of the acceleration detected by the acceleration sensor are displayed on the predetermined scale, and the acceleration sensor detects when the anti-slip control unit generates the braking force on the wheel. A vehicular display device that displays the direction and magnitude of the acceleration on the predetermined scale. In a vehicle display device that detects a slip of a wheel with respect to a road surface and displays an acceleration generated in a vehicle provided with a slip prevention control unit that generates a braking force on the wheel to prevent the slip.
An acceleration sensor for detecting acceleration generated in the vehicle;
A display for displaying the magnitude of the acceleration detected by the acceleration sensor;
A storage unit that stores the magnitude of the acceleration detected by the acceleration sensor when the anti-slip control unit generates the braking force on the wheel;
The display unit displays the magnitude of the acceleration detected by the acceleration sensor, and the anti-slip control unit generates the braking force on the wheel based on the magnitude of acceleration stored in the storage unit. A vehicular display device that displays the magnitude of acceleration detected by the acceleration sensor. The vehicle display device according to any one of claims 3 to 5,
The host vehicle and the other vehicle include the slip prevention control unit, the acceleration sensor, the display unit, and the storage unit,
The own vehicle acquires the magnitude of the acceleration detected by the acceleration sensor when the anti-slip control unit stored in the storage unit of the other vehicle generates the braking force on the wheel. A vehicle display device comprising an information acquisition unit and displaying the magnitude of the acceleration acquired by the other vehicle information acquisition unit on the display unit.

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